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Best Selling Genuine Dodge Distributor Rotors

  • We Stock the following top leading brands, including Standard Ignition, YEC, Forecast
  • Constantly Updated Inventory of Dodge Replacement Distributor Rotor Parts
Standard Ignition
1991 Dodge Stealth Distributor Rotor 6 Cyl 3.0L Standard Ignition

P311-35328C9    CH-310  New

W2029 , 04874362 , CR921 , 04205 , 51-4068 , MD611459 , 27115-35010 , 173-7944 , 2-3869 , MD611757 , 4A4 , 2-405 , 12350127 , 27131-35010 , 12337490 , D221 , 4874362 , 22157-03P10 , 3D1186 , 27115-35000

Qty:
$12.66
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • Standard Blue Streak rotors have solid brass segments for better conductivity and higher voltage spark to the plugs. Exclusive designs and extra material thickness in well area provide added security against voltage punch-through. As a global manufacturer of original equipment ignition products, we maintain complete quality control throughout the manufacturing process from componentry to finished product.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Cylinder Head Type Block Engine CID CC
1991 - Dodge Stealth SOHC V 6 Cyl 3.0L 181 2972
Standard Ignition
1959 Dodge D300 Pickup Distributor Rotor 8 Cyl 5.2L Standard Ignition

P311-56ABA83    FD-311  New

3230765 , 65864 , 19106642 , 268574C94 , B7A-12200A , D5PZ 12200 A , DR5B , E2PJ 12200 AA , 23050P , 12309066 , 4A7 , 12301051 , 4R1073 , 2-3214 , D198 , 12325301 , 215 , D6TZ-12200A , J3230765 , D7TE 12200 BA , 51-5592 , F405 , 76D-184A , 1818706 , 49924 , D5AZ-12200A , D5AE 12200 AA , D5PZ-12200A , FEK-12200A , 4-412 , 268574-C94

Qty:
$10.76
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. As a global manufacturer of ignition products, we maintain complete quality control throughout the manufacturing process, from componentry to finished product.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1959 - Dodge D300 Pickup V 8 Cyl 5.2L 318 5211
Standard Ignition
2005 Dodge Stratus Distributor Rotor 6 Cyl 3.0L Standard Ignition

P311-5A679C1    JR-185  New

KF34-18-V05A , 51-5710 , 88922945 , 89057263 , 89057261 , 4R1032 , F52Z 12200 A , D730 , 4R1170 , 51-5537 , JP947 , E445C , 173-8020 , F52Z-12200C , CR935 , 03424 , 2-3964 , 23281 , T241 , E448C , T253

Qty:
$14.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Genuine Intermotor Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High-grade dielectric strength alkyd resists dirt sticking, which decreases carbon tracking for extended service life. Our distributor rotors have solid brass segments for better conductivity and higher voltage spark to the plugs. Our rotor utilized shaft retention clips where required for the very best fit and performance. Capitalizing on decades of research and development, our distributor caps and rotors contain unmatched quality yielding superior performance. As a global manufacturer of original equipment ignition products, we maintain complete quality control throughout the manufacturing process from componentry to finished product.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
2005 - Dodge Stratus V 6 Cyl 3.0L 181 2972
Standard Ignition
1987 Dodge B350 Distributor Rotor Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle
1987 - Dodge B350
Standard Ignition
1988 Dodge B250 Distributor Rotor 8 Cyl 5.2L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; 16mm Shaft Size, Distributor Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1988 - Dodge B250 V 8 Cyl 5.2L 318 5211
Standard Ignition
1989 Dodge D100 Distributor Rotor 8 Cyl 5.2L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; 16mm Shaft Size Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1989 - Dodge D100 V 8 Cyl 5.2L 318 5211
Standard Ignition
1965 Dodge Coronet Distributor Rotor 8 Cyl 6.3L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Chrysler Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1965 - Dodge Coronet V 8 Cyl 6.3L 383 6286
Standard Ignition
1971 Dodge Coronet Distributor Rotor 8 Cyl 7.2L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; w/o Dual Points Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1971 - Dodge Coronet V 8 Cyl 7.2L 440 7211
Standard Ignition
1964 Dodge A100 Truck Distributor Rotor 6 Cyl 3.7L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with U.S. Emissions Chrysler Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1964 - Dodge A100 Truck L 6 Cyl 3.7L 225 3687
Standard Ignition
1962 Dodge W300 Series Distributor Rotor 6 Cyl 4.1L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with U.S. Emissions Dist. No. 2095974, 976 Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1962 - Dodge W300 Series L 6 Cyl 4.1L 251 4114
Standard Ignition
1961 Dodge P100 Van Distributor Rotor 6 Cyl 2.8L Standard Ignition

P311-08E8407    CH-303  New

4106104 , 5142588AA , D147 , 2979781 , 2-400 , 1825 , 3874401 , 51-5519 , 12329103 , CR903 , 12309643 , 1A2 , 12309057 , 2098770 , 1838516 , 23007P , 4R1021 , 2-3200 , CR903VC

Qty:
$10.99
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with U.S. Emissions Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1961 - Dodge P100 Van L 6 Cyl 2.8L 170 2786
Standard Ignition
1958 Dodge P410 Series Distributor Rotor 8 Cyl 5.1L Standard Ignition

P311-56ABA83    FD-311  New

3230765 , 65864 , 19106642 , 268574C94 , B7A-12200A , D5PZ 12200 A , DR5B , E2PJ 12200 AA , 23050P , 12309066 , 4A7 , 12301051 , 4R1073 , 2-3214 , D198 , 12325301 , 215 , D6TZ-12200A , J3230765 , D7TE 12200 BA , 51-5592 , F405 , 76D-184A , 1818706 , 49924 , D5AZ-12200A , D5AE 12200 AA , D5PZ-12200A , FEK-12200A , 4-412 , 268574-C94

Qty:
$10.76
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Holley Distributor Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. As a global manufacturer of ignition products, we maintain complete quality control throughout the manufacturing process, from componentry to finished product.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1958 - Dodge P410 Series V 8 Cyl 5.1L 314 -
Standard Ignition
1993 Dodge Dakota Distributor Rotor 6 Cyl 3.9L Standard Ignition

P311-2998E3E    FD-315  New

2-408 , 53008778 , 4R1093 , D223 , 8953008778 , 51-5623 , 1831 , F999VC , 2-3202 , 5142586AA , 19017029 , 4A3 , F999

Qty:
$10.43
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; with Bolt-On Cap Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1993 - Dodge Dakota V 6 Cyl 3.9L 239 3906
Standard Ignition
1996 Dodge Ram 1500 Distributor Rotor 6 Cyl 3.9L Standard Ignition

P311-2998E3E    FD-315  New

2-408 , 53008778 , 4R1093 , D223 , 8953008778 , 51-5623 , 1831 , F999VC , 2-3202 , 5142586AA , 19017029 , 4A3 , F999

Qty:
$10.43
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1996 - Dodge Ram 1500 V 6 Cyl 3.9L 239 3906
Standard Ignition
2002 Dodge Dakota Distributor Rotor 4 Cyl 2.5L Standard Ignition

P311-3B2F465    FD-316  New

51-5535 , 8B5 , 4R1030 , 56027019 , CR927VC , 19017211 , 2-409 , D228 , CR927 , 2-3218 , 268 , V33-70-0007

Qty:
$11.74
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
2002 - Dodge Dakota L 4 Cyl 2.5L 153 2507
Standard Ignition
1996 Dodge Dakota Distributor Rotor 4 Cyl 2.5L Standard Ignition

P311-3B2F465    FD-316  New

51-5535 , 8B5 , 4R1030 , 56027019 , CR927VC , 19017211 , 2-409 , D228 , CR927 , 2-3218 , 268 , V33-70-0007

Qty:
$11.74
Standard Ignition Distributor Rotor
  • Distributor Rotor
  • ; Dist. No. 56027027 Blue Streak Premium Quality
  • Product Attributes:
    • Contents: Distributor Rotor
  • High dielectric-strength engineering polymer prevents breakdown or arcing and ensures long life. Solid brass segment resists pitting and erosion for extended life. Stainless steel spring ensures positive contact with distributor cap brush while resisting corrosion and wear. Noise-suppressing coating on segment prevents electrical interference with radio and other electronic circuits.
Brand: Standard Ignition
Additional Fitment Information:
Vehicle Block Engine CID CC
1996 - Dodge Dakota L 4 Cyl 2.5L 153 2507
YEC
1985 Dodge Colt Distributor Rotor 4 Cyl 1.5L YEC

P311-0DA2D17    W0133-1643330  New

Qty:
$10.11
YEC Distributor Rotor
Brand: YEC
Additional Fitment Information:
Vehicle Block Engine CID CC
1985 - Dodge Colt L 4 Cyl 1.5L 90 1468
YEC
2001 Dodge Stratus Distributor Rotor YEC

P311-4BF5FF1    W0133-1639072  New

Qty:
$16.89
YEC Distributor Rotor
Brand: YEC
Additional Fitment Information:
Vehicle Engine VIN
2001 - Dodge Stratus H
Forecast
1997 Dodge B1500 Distributor Rotor Forecast

P311-20286CF    W0133-1902365  New

Qty:
$29.51
Forecast Distributor Rotor
Brand: Forecast
Additional Fitment Information:
Vehicle
1997 - Dodge B1500
Forecast
1999 Dodge Dakota Distributor Rotor 4 Cyl 2.5L Forecast

P311-0F3C38C    W0133-1675148  New

Qty:
$15.15
Forecast Distributor Rotor
Brand: Forecast
Additional Fitment Information:
Vehicle Block Engine CID CC
1999 - Dodge Dakota L 4 Cyl 2.5L 153 2507

Latest Dodge Repair and Distributor Rotor Installation Advice

CarJunky AutoAdvice

Timing belt / marks alignment & TDC of cylinder #1

Showing 8 out of 8 Posts
Question From nwfixer on Timing belt / marks alignment & TDC of cylinder #1

Is aligning the timing marks on the camshafts and crankshaft enough when changing a timing belt?

I have a 1989 Dodge Raider (Mitsubishi Montero) and I am in the process of replacing the timing belt. I've successfully lined up all three timing marks and installed the belt, but I've read on a couple of forums that I should also check and make sure the #1 cylinder is at top dead center. Others have mentioned the position of the distributor rotor as something to watch. While I understand caution is needed when doing this repair these additional steps don't make make sense to me.

My knowledge of engines is far from complete, but from what I've learned it does not seem possible for the #1 piston to be in the wrong position when the timing mark on the crankshaft is correctly aligned. The #1 piston should come to TDC each time the timing mark is lined up - if it doesn't I have much bigger problems than a timing belt. Is that correct or am I missing something fundamental?

Likewise for the distributor rotor. I've verified the rotor turns once for each turn of the camshaft that drives it. It doesn't seem possible to have the rotor in the incorrect position if the camshaft timing mark is in the correct position.

Is verifying the alignment of the timing marks sufficient or do I need to take additional steps to make sure this repair is done correctly?

Response From Hammer Time

You're right. That stuff only matters when installing the distributor.

Response From nwfixer

Thanks much for the reply. I'll stop worrying now...

Response From Discretesignals

What most don't understand is that when you go to align your marks the piston for number one is going to be TDC no matter which stroke. Which stroke it is on, compression or exhaust, when the piston is top dead center is determined by the position of the camshaft(s).

As long as you don't remove the distributor and your marks on the cam sprockets and crank gear are lined up correctly. It should start right up. Even if you were to have your camshaft spockets 180 degrees from the marks, but your crank was TDC, it will still start up and run.

Response From nwfixer

It started right up and runs better than it has in years. Thanks much for the help. Now I just have to figure out why the AC compressor won't come on. If it's not one thing it's another.

Response From Tom Greenleaf Top Rated Answer

Compressor - if it gets power could be that clutch air gap is excessive. Free to check. Should be too tight or close to a standard folded biz card if it gets power and too wide it wont pull in. A careful tap on outer head would make it engage if all else if right,

T

Response From nwfixer

Turns out to be either low pressure in the AC system or a pressure switch failure. Starting a new thread on this one.

Response From Tom Greenleaf

This will be read only now but do make new threads for separate issues. Hard for us or anyone to follow if too much in one thread,

T

1984 dodge marksman is backfireing and dying at intersections

Showing 2 out of 6 Posts | Show 4 Hidden Posts
Question From gunther000 on 1984 dodge marksman is backfireing and dying at intersections

Well I've had problems with it since I've got it. Since I've got it I've replaced the fuel pump, radiator,carberator,most vacume lines,alternator,rotorcap and arm,along with all spark plugs and sparkplug wires. It has a 3.18 5.2l chrysler engine and it dies at intersections if not put into neutral before stopping. It has been getting hot too and can only be started with starting fluid. I have no idea what is wrong so if you have any info on this it will help greatly.

Response From kev2

this is a basic pickup ? the marksman was a trim package- yes no?
is there a TCC the so called locking converter? Not thinking a 1984 was BUT easier to ask than search texts.

Cooling system- well that is so basic have you checked T'stat - easier to replace than checking them, heater hoses are there as well as bypass hose... radiator it is NOT restricted, both air flow thru and coolant inside... water pump, impeller not worn away, not reverse rotation... correct pressure cap... lower hose not collapsing when operating hot...

on second read is it ideling so poorly that is stalls? did you check engine vacuum, and while holding RPM @1500 observr if it holds steady or drops....this is carburator or fuel injection.... 84 is a long time aago

Response From kev2

went to the books - wow talk about your basic simple oldie- 318 - 2bbl carb...3speed automatic..

deffinately do the vacuum checking, these were prone to vac issues.

As far as the cooling - as I mentioned basic dbl check everything... from the fan on backwards, missing shroud, missing T'stat... with a new radiator - hopefully as large a model as you could get.... I thing we will find something.

Response From Tom Greenleaf Top Rated Answer

Ideas and things to check: Definitely vacuum leaks are problem then and now. Timing chain could have jumped. You can watch distributor rotor while turning crank bolt back and forth with marked (if still visible timing marks) get snug to ATDC and see how many degrees you can turn the slack before distributor rotor turns. 5-6 max or trouble. I think you can take off fuel pump and feel the chain on this motor?


Distributor shaft bearing way worn. With timing light and any markings rev engine if timing retards much with no load is an indication of worn shaft bearings.


Compression test would also show universal low compression. You can get real close with timing with a vacuum gauge to actual manifold vacuum and if it takes holding idle at correct RPM. Mark distributor where you began with some dot of paint and can turn distributor if it had be out and timing was lost set vacuum to about 18-18.5 Hg at idle and should do the same held at 2,000 RPM.


Other problems with the era. Early 80s was hell with carbs and really hate ethanol. Float(s) sink and mixture off. Good luck finding the spec but you weight them. If too heavy replace them.


Many carbs if the issue had anti tamper settings for base stall idle and idle mixture that can be adjusted if tamper items removed, clean things up and set right again.


If you don't have a timing light some you can turn engine with fuel disabled by hand with a spark tester on #1 and get a spark real close to the mark.


Car makers really struggled for those last carb years to make them meet emission requirements and kind of rushed a few tricks while still reading for fuel injection to stop the nonsense. Same motor and carb was tons better 10 years older. Try not to fake stuff it can run well unless too worn out it general,


T

Response From gunther000

thank you for the info. in answer to most of the questions. yes i have a timming light. but no distributer wrench to loosen the distributer. i have tryed advancing the timming a little because it is a little bit behind. it could mean that the timing chain is wearing out or has jumped as previously stated. ive also replaced the fuel pump,alternator, water pump,and all vcume lines. ive also cleaned out my carberator and checked the floats. they seem to rise with the fuel level so i dont think thats just it. ive just recently also replaced the starter. it helps me not needing a jum so often but it still dies at red lights. its only if the truck isnt rolling that it dies.

Response From Tom Greenleaf

Floats are probably a black plastic - they absorb fuel and sink but not all the way. That is the source of the fuel mixture delivered so if off it would probably dump extra gas or even stall out from just that. WEIGH them OR with top off measure where they do still float to and adjust to that. They stink to get right. Vac leak are more than just hoses. Base of carb and where intake meets heads too but the backfire suggests to me timing has jumped, check as I've never seen one break but go off enough to not run.


This is an interference engine so if that totally fails the engine is junk right away at that age. Not that hard to do those and can tell before you get there - your call,


T

89 Ford LTD Crown Vic LX Wagon Won't Start

Showing 2 out of 16 Posts | Show 14 Hidden Posts
Question From hugnaba on 89 Ford LTD Crown Vic LX Wagon Won't Start

89' Ford LTD Crown Vic LX Wagon.
Just quit on the road, acted like no fuel.
However, turn key, noise from pump in tank.
(listened while partner turned on the key)
Replaced fuel filter, had fuel on both sides
of the filter.

Battery/starter are both good. Starter cranks
over very fast.
When it quit, it seemed to want to start a little;
tried starting it while on the road, seemed like it
ran out of fuel, it spit a little then would not
fire at all.

Replaced fuel pump relay, no change, replaced
brain relay, no change. Still cranks over no fire.

Fuses seem to be ok. There are 2 inside a metal
case, which I'll try to replace next and of course,
see if there's fire to the plugs.

Had to have it towed home.

Anyone with a clue?

If there's no fire, brain relay/fuses are good, then??\

ECA is supposed to be LH side under dash. will be checking that as well.



Thanks

CJ

Response From Tom Greenleaf

All that and a tie rod came apart. Love the vintage of vehicle but it you didn't have a clue that was about to happen would you please stay off of public roads!

Tom

Response From Tom Greenleaf

Are you lacking fuel delivery or spark? If you like tossing parts a common failure is the module on side of distributor, requires a special 7/16th thin walled socket and the bolts will probably snap off if original creating a monster as does trying to remove the retaining sleeve to do a pick up coil in distributor.

Before you blow a ton more check for fuel pressure at rail and check for spark at a spark plug. If you have both and as you said cranks real fast check for jumped timing chain. Plastic gear if original can bust up by surprise and you'll have very low to no compression,

T

Response From hugnaba

Howdy, No fire from the coil to the distributor. No fire to the plugs, obviously. Any advice?
Before I replace the TFI, I would try replacing the coil, but something drives the coil

Response From Discretesignals

The TFI module controls the coil. Did you make sure the rotor spins in the distributor when you crank the engine?

Do you have a 12 volt test light?

Response From hugnaba

Howdy, Distributor spins. No fire from coil to the distributor. Will be testing ignition switch connections next, (tomorrow) with a test light.

Response From Discretesignals

The TFI module grounds the coil to energize it. When the module wants the coil to fire it removes the ground.


Your test light, when you probe the red/light green and dark green/ yellow wires at the coil connector, should be lit when you turn the ignition on. When you crank the engine the test light should rapidly blink on the dark green/ yellow wire. Make sure the connector is plugged in when you probe it with your test lamp.

If it doesn't blink, the module isn't doing anything. From there you have to make sure the module has power at the red/ light green wire with the ignition on at the module's connector. You should also see power at the white/ light blue wire at the module connector with the ignition on.

You could also check PIP and SPOUT to the engine computer, but you need a lab scope.

If all that checks good, you would have to test the pickup input to the module, but that is impossible because the pickup is inside the distributor connected directly to the module.

Most of the time if the module isn't signaling the coil and your powers and grounds check out , you replace the module and the pickup.

If you do go to replace the module and pickup, inspect the trigger wheel and check for excessive wobble and end play in the shaft. Make sure you mark the gear before you remove it. You'll need a puller to get the gear off, so you can slide the shaft out to replace the pickup. If it looks really rusty in there, you could always get a reman distributor.

Response From Tom Greenleaf

Test away as DS suggests to prove it. By far the most common no spark will be that module on the side once misstated held on by incorrect size - it's 7/32nds thin walled socket to a bolt that will break if anything near original by now.

Up front they get wet, hot and originally covered by a boot nobody replaced because it wouldn't stay in place again when this was 10 years old never mind now. This pick up coil requires pulling the gear. The slightest shellac on shaft will be a problem.

The reman distributor will not come with a new module or none known did.

If you diagnose this out this is one item I would and did go get used at salvage yards you could pick your own. See the vehicle that it was 'junked' for some other reason than not running and take the whole distributor just a FORD timing wrench, twist and it's out.

Own and drive this engine exactly right now. I carry a whole dist and timing wrench as a spare known working used if out in no place can swap it on location or earlier would use that for a broken down same one and fix that one at my own leisure. Set timing later but you can get it close enough if you have a clue watching dist rotor when removing and put back in same position as it drops into place.

Timing TMK were all 10 degrees BTDC with plug removed nearby as originally shown on a decal underhood. By Now you probably can't read marks on harmonic balancer so an advance timing light helps to set exactly.

These were common surprises or lasted forever. Forever is now no doubt but they would do this when just a few years old too.

Other common was the dang plug in connections which will fool testing. Dunno why but the connectors either lasted forever or failed early. So common with these that swap-tronics (had spares known good) was faster than finding test equipment.

You should have dielectric grease on hand just plain anyway but is needed for the things to last. Silicone grease is the same thing.

Basic view if it shows of distributor out is like this.......


If vehicle has accident history or butchered wiring at the age this could be a goose chase but those were the common reasons for no spark in my experience with millions of miles on this exact engine used in many models of Ford products in the general era of age of the things,

T

T

Response From hugnaba Top Rated Answer

Howdy.

The TFI module was the culprit. I also changed the
fuel filter/ignition switch, (which was creating some
of the aggravation) and the distributor rotor, which
I mangled by not paying attention.

Took the TFI to my auto parts store where they
tested it. Didn't pass. 60.99 + tx got me one
a day later. It was disgusting. The engine fired and
ran like a top first click of the starter. So much aggravation
from such a small part. Had to pull the distributor,
and the 7/32" bolts did not break, even though they
were 24yrs old. Used a sharpie to mark the position
of the rotor and the distributor housing to make sure
I had the same timing. Apparently did not (yet) have
to pull the magnet thing out of the distributor and
did not have to replace the fuel pump.
I like the idea of having a spare distributor to carry.
Especially since the car just up and quit in the middle
of the road. Fortunately, had roadside/tow on my
insurance and it was less than a mile home. Don't
know what it would have turned out like if those
blessings were not there.

Another blessing: had a tie-rod joint come apart,
fortunately in friend's driveway. I was able to
replace the whole link on the passenger side between
the wheel and the center link and align it enough to
get it home and to the shop to get it realigned.
Turned out to be a joint that had very little grease
in it, and the ball popped out of the socket. It was
the only joint in the system that was that way.
Glad it did not happen on the highway @ 70mph.

Thanks to everyone who offered advice/tips/etc.
I am eternally grateful, as without this and YouTube,
the advice/help of the mechanic who usually does
my inspections, the manual I ordered from Helm Inc.
and a wiring/vacuum diagram manual ordered from
another company and the patience of my Wife, I
could not have conceived of doing this. My last
mechanic Gig was working at Dodge in 1977.
I've worked on Dodge/Chev/Ford/Opel/VW/Datsun/
Toyota/Kawasaki/Harley motorcycles on my own,
as I had to, but it's something that others are much
better at.

Anyone with a 93' Ford Ranger?

Had the unusual (my term) experience of the brake
line along the left rail rust out. Had to splice the line
with a connector couple yrs ago. Has not had a problem
with the splice, but,,,I replaced the left wheel cylinder
and used new brass fasteners (double flared the new lines)
and they leak. A friend/mechanic told me to use the old
nuts as there was something strange about the way they
fit. So I will have to reflare and replace the lines going to
the fittings on the cylinder and on the rear axle to stop
this. Hopefully it will work this time.

This was my Dad's car, left me after he passed.
So far the biggest complaint about this model Ford
is the electrical system seems to be going South.
He did take good care of this automobile when he
owned it. Time and wear take a toll on things.
Still have to replace power window motors, door
lock actuators, rear tailgate locks/window motors,
Check out dome light ghosts, Radio has no sound,
just lots of little time consuming electrical stuff.
But, this car will do 75-90 all day long on the highway
without a hiccup and ride smooth. Gets decent mileage
close to the specs around 18-22, sometimes better on
long trips. Did have an apparent vacuum leak somewhere,
I'll have to check out.

BTW, Ignition switch held in by 2 tamper proof Torx head
screws. 5 self tapping screws underneath column to take
out to get at the ignition switch. Those who know; the
tamper proof torx have a hole in the end to accomodate
a pin sticking up in the middle of the screw head.

Found out (too late) on YouTube that to replace the window motors
you have to drill three holes in the interior metal of the door to get
at the bolts to remove the motor. There was no way I could get a
wrench of any kind (at the time) in the gap between window and
motor, (that I knew of). Ended up taking motor out in pieces and
bracing up the window track to hold it in place. Sometimes Ford
didn't have a better idea.

Thanks

Hope to return the favor in the future.

Response From Discretesignals

The biggest improvement to that system was when they moved the TFI module to the fender. When they did that you rarely saw a module fail.

Usually the TFI would stop working when it got hot. You could pour a glass of water on it and usually get it working again. Replaced a lot of pickup coils on those.

Response From Hammer Time

If he had completed the testing we would know if we should be looking at the pick up coil or not.

Response From hugnaba

Found out, no spark at the left rear plug. Had a mechanic friend predict it might be the TFI module on the side of the distributor. Looks like I have to pull the distributor to remove it according to the shop manual I ordered. As you said, got to be careful with the bolts. Thanks. I have fuel both sides of the fuel filter and the pump makes noise when the key is turned on. Please send any other clues in case this one doesn't work. No fuses or relays appear to be at fault. Thanks

Response From Hammer Time

Thanks. I have fuel both sides of the fuel filter and the pump makes noise when the key is turned on.

That doesn't mean squat. You need to use a fuel pressure gauge and you also need to do the rest of the testing before buying anything.

Response From hugnaba

Howdy. It still could be the TFI module then. Will test the ignition switch, since I have had some trouble with it. It seems there is a sweet spot that has to be found to make sure the AC & turn signals to work.

Response From Hammer Time

All "crank, no start" conditions are approached in the same way. Every engine requires certain functions to be able to run. Some of these functions rely on specific components to work and some components are part of more than one function so it is important to see the whole picture to be able to conclude anything about what may have failed. Also, these functions can ONLY be tested during the failure. Any other time and they will simply test good because the problem isn't present at the moment.
If you approach this in any other way, you are merely guessing and that only serves to replace unnecessary parts and wastes money.



Every engine requires spark, fuel and compression to run. That's what we have to look for.

These are the basics that need to be tested and will give us the info required to isolate a cause.

1) Test for spark at the plug end of the wire using a spark tester. If none found, check for power supply on the + terminal of the coil with the key on.


2) Test for injector pulse using a small bulb called a noid light. If none found, check for power supply at one side of the injector with the key on.


3) Use a fuel pressure gauge to test for correct fuel pressure, also noticing if the pressure holds when key is shut off.

4) If all of these things check good, then you would need to do a complete compression test.

Once you have determined which of these functions has dropped out,
you will know which system is having the problem.

Response From hugnaba

Thanks. I will keep all this information and use it if I can't find anything else. I found no spark at the left rear plug wire. Going to try replacing the TFI module on the distributor. Probably should try testing the
coil as well. Thanks